System and apparatus for refueling aircraft from a watercraft

ABSTRACT

The invention is a watercraft to aircraft refueling system (“WARS”). A WARS is a refueling system based from a watercraft, such as a surface ship or submarine. A WARS would typically include an elevation apparatus to lift a refueling hose above the water. The elevation apparatus can compose a lifting or swiveling mechanism. In some embodiments both a lifting and swiveling mechanism is used. The WARS lifts the refueling hose above the water, allowing an aircraft to engage with the WARS. The refueling hose may also include a telescoping mechanism or a rotor apparatus or a pressurized water nozzle system to elevate the refueling hose and assist in engaging a WARS with an aircraft.

RELATED APPLICATIONS

Continuation-in-Part of currently pending application Ser. No.14/619,583, filed on Feb. 11, 2015.

BACKGROUND

A common problem with operating aircraft is their limited range becauseof fuel consumption. Aircraft such as airplanes and helicopters, bothmanned and unmanned, have a range limited by the amount of fuel theaircraft holds. Extending an aircraft's range requires the aircraft tocarry more fuel and limits the amount of equipment or cargo the aircraftcan carry. Furthermore, carrying additional fuel may requiremodifications to the airframe of the aircraft that impair the aerialperformance of the aircraft.

The limited range of aircraft is an issue of particular importance formilitary aircraft. Military aircraft use specific airports for refuelingand may need to carry a significant amount of equipment that limits theamount of carried fuel. Military aircraft may also need to operate overan extended range when their airframes are optimized towards otheraspects of aerial performance rather than range. Extending the range orflight time of military aircraft gives to the aircraft user acompetitive advantage over an adversary. For example, extending therange of military aircraft allows those aircraft to engage the adversaryfrom longer distances, reducing the need for airbases in the range ofthe aircraft of the enemy. Increasing flight time reduces the cost ofmaintaining a complement of aircraft running, as the same aircraft canperform longer missions. Therefore, in military applications, more rangeis almost always a welcome capability.

The need for extended range is particularly acute when the aircraft areoperating over water environments, such as oceans, seas and lakes. Thewatercrafts operating as mobiles aircraft bases, such as aircraftcarriers or amphibious ships, carry aircraft and are high value targetsfor the adversary. As such, it is advantageous to position them at greatdistances from the forces of the adversary, therefore imposing greaterneeds for range for the sea-based aerial vehicles. Moreover, the waterenvironment limits the positioning of large, land-based, tankeraircrafts close to the area of operations, because airports may not beavailable in that area.

Based on the above, it becomes evident that a refueling system thatwould be based on water vehicles and could refuel aircraft it would beuseful. Watercraft can typically develop a maximum speed of up toapproximately 40 knots. Therefore, if a refueling system is placed onthem, the air vehicle that is being refueled will need to have thecapability to fly at such a low speed.

Conventional aircraft would stall (not able to produce lift and crash)at low speeds. Therefore, a watercraft based refueling system would onlybe able to refuel aerial vehicles that can hover or fly at low speeds.Such aerial vehicles include the helicopters, the tilt rotor aircrafts(such as the V22) and fighters with vertical/short take-off and landingcapability such as the F35B and the AV-8 Harrier. Moreover, it isadvantageous for the watercraft that carries the refueling system tolimit its observability by the surveillance systems of an adversary. Astealthy refueling system could remain close to the area of operationswithout being exposed to an adversary.

An ideal combination of such a refueling system would be a submarinethat is moving at periscope depth (few meters deep; thus it retains allthe innate stealth characteristics of the submarines) that refuels aF35B, a stealth aircraft. Such a combination would allow the refuelingof F35Bs very close to the area of operations with a low risk of beingdetected by an adversary. There is a need for a watercraft basedrefueling system (submarines, surface ships) that would be able torefuel aerial vehicles or small sea vehicles. Furthermore, there is aneed for a system that can operate “stealthily” (low observability by anadversary).

SUMMARY OF THE INVENTION

The invention is a watercraft to aircraft refueling system (“WARS”). AWARS is a refueling system based from a watercraft, such as a surfaceship or submarine. Larger watercraft are typically able to carry muchgreater fuel supplies and operate a much greater distances and lengthsof time than aircraft or smaller watercraft. As such, it is advantageousto have a refueling system based on a watercraft and able to extend therange or operating time of aircrafts or smaller watercraft.

In the case of a WARS based from a submarine, the submarine would ascendto periscope depth to activate the WARS. A WARS would typically includean elevation apparatus to lift a refueling hose above the water. Theelevation apparatus can compose of a lifting or swiveling mechanism. Insome embodiments both a lifting and swiveling mechanism is used. In use,a WARS would lift the refueling hose above the water, allowing anaircraft to engage with the WARS. The refueling hose may also include atelescoping mechanism or a rotor apparatus to elevate the refueling hoseand assist in engaging a WARS with an aircraft.

In some embodiments, a WARS uses some of the same, or similar, equipmentused in the probe and drogue air refueling system. For example, a WARScan incorporate a drogue at the end of a fuel hose and to refuel anaircraft carrying a reciprocal probe. In this embodiment, the elevationmechanism portion of a WARS elevates the fuel hose and drogue above thewater. The aircraft can then engage the drogue with its probe withoutbeing subjected to the adverse effects of a very low level flight overthe water (e.g. waves that can enter the engine and cause enginemalfunction). The watercraft carrying a WARS and the aircraft wouldmatch speeds while the system is being engaged for refueling. Forexample, the F35B and the V22 are existing aerial vehicles that can usethe refueling system because they are capable of matching the speed of awatercraft. In some additional embodiments, the refueling system can beused to refuel sea vehicles that need to extend their range, such as theLanding Craft Air Cushion (LCAC).

A WARS can be placed on a submarine or a surface ship. In someembodiments, the main components are the fuel tank, the fuel pump, thefuel hose, the fuel hose reel, the elevation system, the drogue. A WARScan be in the form of: (1) an externally mounted system on a submarine,in a similar fashion to the SEAL delivery vehicles that are attached tothe hull of submarines, (2) an internal system that is located insidethe pressurized cabin or another compartment of a submarine and isextended outside the submarine through one of the periscope masts, (3)an system where some components are internal to the submarine and someare external, (4) a palletized system for rapid installation on surfacevessels, (5) an equipment package such as those that are designed forthe Littoral Combat Ship, or (6) a system fully integrated into theinfrastructure of a surface ship.

A WARS can refuel aircraft that hover or fly at low speeds near those ofthe submarine or the surface watercraft. The aircraft capable of flyingat this speed, are, for example, airplanes, tilt-rotor aircrafts,helicopters and can be manned or unmanned. Aircrafts currently inservice compatible with the WARS include the F35B, the AV-8, the V-22,and helicopters equipped with the probe-and-drogue air refueling system.

A WARS can also be used to refuel sea vehicles that have a short range.The WARS can also be used to refuel watercraft, such as the LandingCraft Air Cushion (LCAC). The LCAC operates from big amphibious shipsthat constitute high priority targets for the enemy in an amphibiousoperation. The use of LCAC in combination with a WARS allows theamphibious ships to stay away from a landing shore for safety or for theelement of surprise to the enemy.

The use of a WARS also has the advantage of a minimal number of rigidparts over the water, thereby minimizing the radar cross section of thesystem. This is advantageous when stealth during refueling isadvantageous, especially in conjunction with stealth aircraft such asthe F35B and submerged submarines carrying the WARS. Minimizing thenumber of rigid parts also increases safety, in case there is aninadvertent contact of the aerial vehicle that is being refueled withthe WARS. The WARS can also have compact dimensions and be installedinternally in watercraft such as submarines and surface ships. As theWARS has no large rigid components, its placement inside existingwatercrafts may not require hull modifications to fit in the WARS andcan be installed in existing watercraft with minimal modifications.Furthermore, components of a WARS can be designed to be single use, sothat they can be jettisoned after use to reduce the amount of time thewatercraft must surface, in the case of a submarine, an also reduce thecomplexity of the system.

BRIEF DESCRIPTION OF THE DRAWINGS

A better understanding of the present invention can be obtained from thefollowing detailed description in conjunction with the followingdrawings, in which:

FIG. 1A depicts an embodiment of a watercraft employing a watercraft toaircraft refueling system with an aerodynamic lift.

FIG. 1B depicts an embodiment of a watercraft employing a watercraft toaircraft refueling system with aerodynamic lift and two tanks fordifferent fuels.

FIG. 2 depicts an example embodiment of a watercraft employing awatercraft to aircraft refueling system with a swiveling arm elevationmechanism.

FIG. 3 depicts an example embodiment of a watercraft employing awatercraft to aircraft refueling system with a telescoping arm elevationmechanism.

FIG. 4 depicts an example embodiment of a watercraft employing awatercraft to aircraft refueling system with a rotor elevationmechanism.

FIG. 5 depicts a rotor elevation mechanism for use in a watercraft toaircraft refueling system in the operating position.

FIG. 6A depicts a lengthwise view of a rotor elevation mechanism for usein a watercraft to aircraft refueling system in the stowed position.

FIG. 6B depicts a cross section view of a rotor elevation mechanism foruse in a watercraft to aircraft refueling system in the stowed position.

FIG. 7 depicts an aerodynamic lift elevation apparatus in operatingposition.

FIG. 8 depicts an aerodynamic lift elevation apparatus in stowedposition.

FIG. 9 depicts the axial view across the longitudinal axis of thesubmarine mast with an asymmetrical cross section to orient a fuel hose.

FIG. 10A depicts a side view of a water elevation mechanism.

FIG. 10B depicts an anterior view of water elevation mechanism.

FIG. 11A depicts a side view of a water elevation mechanism with asensor suit and two directionally controlled nozzles.

FIG. 11B depicts an anterior view of a water elevation mechanism with asensor suit and two directionally controlled nozzles.

DETAILED DESCRIPTION OF THE PRESENT INVENTION

FIG. 1A depicts an embodiment a watercraft 100 employing the WARS withan aerodynamic lift. In this example embodiment, the WARS is installedon the watercraft 100 and includes a fuel tank 110, a fuel pump 120, afuel hose 130, a fuel hose reel 150, an aerodynamic lift apparatus 160,and a drogue 170. FIG. 1 depicts an aircraft 190 capable of hovering orflying at low speeds. The aircraft 190 includes a probe 195. The WARSdepicted in FIG. 1 can be controlled through a panel included onwatercraft 100, or can include a separate control device specific to theWARS.

The fuel tank 110 can be of an existing and known fuel tank design,either custom built for this purpose or by utilizing all or a portion ofa preexisting fuel tank on the watercraft 100. The fuel carried in fueltank 110 depends on the vehicle intended to be refueled. For example,the fuel tank can carry fuel to be used by an aircraft 190, or otheraircraft or watercraft. In some example embodiments, the WARS willinclude multiple fuel tanks including multiple types of fuels to refuelmultiple types of aircraft or watercraft. In these example embodiments,the WARS includes a control and valve system for selecting a fuel tankdepending on the craft to be refueled. Furthermore, a control panel canbe included for activating the WARS and selecting the correct fuel to beused.

The fuel pump 120 can be of an existing and known fuel pump design. Thefuel pump 120 is preferably a high power system because in operation thefuel pump 120 is required to circulate fuel from the fuel tank 110upwards into the elevated fuel hose 130 to reach the refueled aircraft190. The watercraft 100 optimally includes sufficient power reserves toallow the functioning of a high power pump that is either electrical orhydraulic operated. In some example embodiments, multiple fuel pumps maybe included, either as backup or to provide sufficient force tocirculate fuel from the fuel tank to the aircraft. In other exampleembodiments where multiple fuel tanks are used, multiple fuel pumps areused corresponding to the different fuel tanks.

The fuel hose 130 is a fuel hose known and convenient for transferringaircraft fuel. Preferably, the fuel hose 130 has a diameter larger thancompared with the fuel hoses used in similar aircraft-to-aircraftprobe-and-drogue refueling systems because fuel hose 130 has fewersafety considerations for volume restrictions. The larger diameter ofthe fuel hose 130 reduces the resistance to the fuel flow, thereforeenabling higher flow rates and/or reducing the fuel pump powerrequirements. The fuel hose 130 can also include a fuel valve integratedat the proximal end to allow the flow of fuel to be turned on orshutoff.

The fuel hose 130 is stored in the fuel hose reel 140. The fuel hosereel 150 allows the storage of the fuel hose 130 when the WARS is not inuse. The fuel hose reel 150 also allows a specific length of fuel hose130 to be extended for the optimal height given the particularconditions. The fuel hose reel 150 can be attached to motor or winchsystem allowing the fuel hose 130 to be extended or retracted. Inoperation, the fuel hose reel 150 will rotate from a motor or winch inone direction to cause the fuel hose 130 to extend. If the fuel hosereel 150 is to be retracted for stored a motor or winch will rotate theopposite direction to retract the fuel hose 130. The fuel hose 130 iswound around a spool component of the fuel hose reel.

The fuel hose 130 ends in the drogue 170 that can be similar to thatused in the probe-and-drogue air-to-air refueling system. The drogue 170is connected to the fuel hose 130. The drogue 170 has an inflatable rim171 that allows for the deflation of the rim of the drogue 170 when thesystem is not in operation, and can transition to a compact form thatcan slide through the lumen of the submarine mast after the operation ofthe system. However, the inflatable rim 171 is optional and other typesof rims may be used. The inflatable rim 171 can inflate through anintegral air pump included in the drogue 170 or attached to the fuelhose 130 or installed in the watercraft 100. In other embodiments, theinflatable rim 171 can be inflated through the use of a canister ofcompressed air included as part of the drogue 170 or attached to thefuel hose 130 or installed in the watercraft 100.

The aerodynamic lift apparatus 160 is attached to the fuel hose 130. Theaerodynamic lift apparatus 160 includes a canopy 162 that has openings164-1, 164-2, and 164-3 to allow for the flow of air through theaerodynamic lift apparatus 160 to produce lift and thereby raise thefuel hose 130 into the air. The canopy 162 is connected to the fuel hose130 by multiple lines 164-1, 164-2, and 164-3, allowing the canopy 162to pull up the fuel hose 130. In some embodiments, the canopy 162 has ahemispheric shape, but any number or type of canopy 162 shapes known andconvenient can be used. When the fuel hose 130 is extended over thewater from the watercraft 100 the canopy 162 is filled with wind air andstarts producing aerodynamic lift. The aerodynamic lift apparatus 160thereby pulls the fuel hose 130 into the air above the water, allowingthe aircraft 190 to engage with the drogue 170. A detailed view of theaerodynamic lift apparatus 160 can be seen in reference to FIG. 7 below.

When the system is in use, the fuel hose 130 runs into the hull ofwatercraft 100 through the mast 101. The mast 101 has a funnel shapedtip 102 to reduce the chances of malfunction and friction during theretraction of the fuel hose 130 and of the aerodynamic lift apparatus160.

In some example embodiments, the aerodynamic lift apparatus 160 includesaspects that reduce the chance of failure or malfunction of the system.The canopy 162 can include a peripheral rim of a ring air cell. Inoperations, the canopy 162 is extended out of the mast 101, and theperipheral rim of the canopy 162 inflates, forcing the canopy 162expands to its intended shape and produce lift. Furthermore, the canopy162 optimally has the proper orientation when deployed to producevertical lift toward the sky, and not lateral of downward force. Adetailed view of the aerodynamic lift apparatus 160 is shown inreference to FIG. 7.

In embodiments where the canopy 162 includes a peripheral rim with aring air cell, the ring air cell can inflate through an integral airpump included in the canopy 162 or attached to the fuel hose 130 orinstalled in the watercraft 100. In other embodiments, the ring air cellcan be inflated through the use of a canister of compressed air includedas part of the canopy 162 or attached to the fuel hose 130 or installedin the watercraft 100.

In one embodiment, the fuel hose 130 has an asymmetric or an oval shapeand the lumen of the mast 101 has a similar shape allowing the fuel hose130 to slide through. An asymmetric shape, such as an oval, keeps thefuel hose 130 in a specific orientation. As such, when the canopy 162expands and begins to generate lift, the lift is vertical to elevate thefuel hose 130 above the water. An embodiment with an asymmetrical fuelhose is discussed in more detail in reference to FIG. 9.

In some embodiments, when the fuel hose 130 is retracted and stored, thecanopy 162 can be collapsed and returned to a compact position forstorage. First, the peripheral rim of the canopy 162 is deflated. Next,lines 164-1, 164-2, and 164-3 are retracted, but not at a uniform rate,but the length of retraction will depend on the point in the canopy eachline is attached. This causes the canopy to have an elongated shape whenretracted so as to avoid being filled with air and allowing the canopy162 to be retracted safely inside the mast 101. The not homogenousretraction of lines 164-1, 164-2 and 164-3 is explained in FIGS. 7 and8. The funnel shaped tip 102 of the mast 101 minimizes malfunctionsduring the retraction process. The canopy 162 can then be retractedinside the hull of the watercraft 100.

In further example embodiments, the drogue 170 and canopy 162 are singleuse components, and are jettisoned after use. In this exampleembodiment, the drogue 170 and canopy 162 would detach from the fuelhose 130, allowing the fuel hose 130 to be more rapidly retracted intothe watercraft 100.

In some example embodiments, the aerodynamic lift apparatus 160 includesa steering mechanism allowing an operator to length or shorten the lines164-1, 164-2, and 164-3 to position the aerodynamic lift apparatus 160.In this embodiment, the lines extend to the watercraft 100 along thefuel hose 130.

An aircraft 190 with the capability to fly at low speeds or hover isdepicted. The aircraft 190 includes a probe 195. In some exampleembodiments, the probe is the same as used in the existingprobe-and-drogue air refueling systems. The probe 195 is used inconjunction with the drogue 170.

While the watercraft 100 is depicted as a submarine, however a person ofordinary skill in the art would recognize that the WARS can be installedon surface watercraft.

In some example embodiments, the operation of the WARS in FIG. 1 iscontrolled through a processor system within the watercraft 100. Theprocessor system can include an antenna for receiving radio commands onits operation, including when to deploy, how long to fuel, and when tofinish refueling and retract.

FIG. 1B depicts an embodiment of a watercraft employing a WARS withaerodynamic lift and two tanks for different fuels. The WARS describedin FIG. 1B is similar with respect for most components to the WARS shownin FIG. 1A. However, FIG. 1B depicts a WARS with a valve 111, a firstfuel tank 110-1 and a second fuel tank 110-2. The valve 111 is anelectronically controlled valve that allows for the selection of eitherfuel in the first fuel tank 110-1 or the second fuel tank 110-2 so thatmore than one fuel type could be dispensed. In further embodiments, theWARS in FIG. 1B allows for a mixture of the fuels in the first fuel tank110-1 and the second fuel tank 110-2 to be dispensed, depending on therequirements of the aircraft being refueled.

FIG. 2 depicts an embodiment of a WARS with a swiveling arm elevationmechanism. A watercraft 200 carries an externally mounted device 210.The externally mounted device 210 includes a swiveling arm 220 thatswivels around the swivel point 221. The externally mounted device 210can include a fuel tank, fuel pump, and fuel hose reel, as described inreference to FIG. 1.

The externally mounted device 210 is preferably water tight andincluding a low profile design to reduce drag when the watercraft 200 ismoving. The externally mounted device 210 has a smooth surface and isdesigned to be flush when attached to the watercraft 200 to reduce drag.The externally mounted device includes a skin composed of a waterresistant material, such as a non-corrosive metal, plastic, or compositematerial. The externally mounted device includes an internal compartmentfor storing a fuel tank, fuel pump, and fuel hose reel.

When the swiveling arm 220 is in the operating position (shown in FIG.2) the swiveling arm 220 is vertical to the long axis of the watercraft200 to allow the distal end 223 of the swiveling arm 220 to reach themaximum height above the waterline while the WARS is in operation. Thefuel hose 230 runs through the swiveling arm 220 and exits through thedistal end 223. The swiveling arm 220 then tows the drogue 270 by thefuel hose 230. The drogue 270 is towed in the air above the watercraft200 when the system is in operation.

The swiveling arm 220 has a proximal end 222 connected to the watercraft200 at the swivel point 221. The fuel hose 230 extends out of the distalend 223 of the swiveling arm 220 and the fuel hose 230 ends with thedrogue 270. The proximal part of the fuel hose 230 is internal to theswiveling arm 220 and connected with a fuel pump and fuel tank internalto the externally mounted device 210.

When the swiveling arm 220 swivels into the operating position, thedistal end 223 of the swiveling arm 220 is raised above the watercraft200. The swiveling arm 220 swivels at the swivel point 221. The swivelpoint 221 may be a hinge that allows the rotations of the swiveling arm220. Preferably, the swivel point 221 is of waterproof construction andis coupled to a motor or other mechanism to raise the swivel arm 220into the operating position.

The swiveling arm 220 also has a stowed position for when the WARS isnot in operation. When not in use, the swiveling arm 220 is in a stowedposition (not shown) and the swiveling arm 220 is parallel to the longaxis of the watercraft 200 and allows for movement of a submersiblewatercraft with minimal water resistance. The swiveling arm 220 isstowed after being operated by swiveling the arm at the swivel point 221from the vertical to the horizontal position.

In some example embodiments, the fuel hose 230 can also have an attachedaerodynamic lift apparatus as described in reference to FIGS. 1, 7, and8, or a rotor lift apparatus as described in referenced to FIGS. 4, 5,and 6.

In some example embodiments, the operation of the WARS in FIG. 2 iscontrolled through an internal processor system within the externallymounted device 210. The internal processor system can include an antennafor receiving radio commands on its operation, including when to deploy,how long to fuel, and when to finish refueling and retract.

FIG. 3 depicts and embodiment of the WARS with a telescoping armelevation mechanism. A watercraft 300 carries an externally mounteddevice 310. The externally mounted device 310 can include a fuel tank,fuel pump, and fuel hose reel, as described in reference to FIG. 1.

The externally mounted device 310 has a telescoping arm 320 that extendsupwards. When the telescoping arm 320 is in the operating position(shown in FIG. 3) the telescoping arm 320 extends upwards to allow thedistal end 323 of the telescoping arm 320 to reach the maximum height.The distal end 323 tows the fuel hose 330 that ends to the drogue 370.

The telescoping arm 320 has stowed position and an operating position.When the telescoping arm 320 extends to the operating position, thedistal end 323 attains an elevated position, typically above the waterline when in use. The telescoping arm 312 has a proximal end 324connected to the watercraft 300 and a distal end 323 where the fuel hose330 is attached. The fuel hose 330 exits through the distal end 323 ofthe telescoping arm 320 and the fuel hose ends with a connected drogue370 towed in the air. The proximal part of the fuel hose 330 can beinternal to the telescoping arm 312 and connected with a fuel pump andfuel tank internal to the externally mounted device 310. The externallymounted device also includes a mechanism to activate the telescopingmechanism of the telescoping arm 320.

When the telescoping arm 320 is in stowed position the telescoping arm320 is completely or almost completely stowed internal to the externallymounted device 310 to allow movement with minimal water resistance.

In some example embodiments, the fuel hose 330 can also include anattached aerodynamic lift apparatus as described in reference to FIGS.1, 7, and 8, or a rotor lift apparatus as described in referenced toFIGS. 4, 5, and 6.

FIG. 4 depicts an example of the WARS with a rotor elevation mechanism.The system disclosed in FIG. 4 includes the same components as describedin FIG. 1, but instead of an aerodynamic lift apparatus as shown in FIG.1, a rotor lift apparatus 460 is used to lift the fuel hose 430. Awatercraft 400 has a mast 401. A fuel hose 430 exits from and is towedby the mast 401. The fuel hose 430 has an attached rotor lift apparatus460. The rotor lift apparatus 460 contains a double, counter-rotatingblade rotor mechanism. The fuel hose 430 has at its distal end thedrogue 470. Detailed views of the rotor lift apparatus 460 are shown inreference to FIGS. 5 and 6.

When the WARS is activated, the rotor lift apparatus 460 emerges fromthe water (in the case of a submarine based WARS) through the mast 401.The rotor lift apparatus 460 activates its blades and lifts the fuelhose 430 above the water. The rotor lift apparatus 460 can have severalforms, including double, counter-rotating rotors. The double,counter-rotating rotor blades can be stowed inside the mast 401 byswiveling the rotor blades vertically and collapsing the rotor liftapparatus 460. Detailed views of this collapsible design for the rotorlift apparatus can be seen in reference to FIGS. 5 and 6.

The rotor lift apparatus 460 includes a motor apparatus for rotating theblades of the rotor. In some example embodiments, the motor is integralto the rotor lift apparatus 460 and is activated through radio signalsor a wire running the length of the fuel hose 430. The motor apparatuscan be electrical with electrical power provided by the watercraft 400through a wire running along the fuel hose 430. The motor can also bepneumatic or hydraulic powered by powered provided from the watercraft400; the power would be transferred through hydraulic or pneumaticcircuits running along the fuel hose 430. The rotor lift apparatus 460can also include a electronic circuitry for operations of the rotor liftapparatus 460. In some additional embodiments, the rotor lift apparatusincludes an integral gyroscope used to stabilize the rotor liftapparatus 460 while in use. Preferably, when a gyroscope is used, therotor lift apparatus 460 will also include a processor for processingsensor data from the rotor lift apparatus 460 to maintain stabilitywhile in flight.

In one further example embodiments, a multiple rotors design can be usedfor the rotor lift apparatus, such as a quad copter design. A quadcopter design doesn't require the complex gear mechanism that thecounter rotating design requires for swiveling the blades to collapsethe rotor lift apparatus and to vary the pitch of the rotor bladesduring the operation of the rotor. However, as the blades would notcollapse in the quad copter design is thereby typically more bulky thanusing double, counter-rotating blades, but may still be optimal for aparticular application, based on the increased lift that may begenerated from such a design or the reduced costs associated with thedesign.

FIG. 5 depicts an example of the rotor elevation mechanism in theoperating position. A mast 501 of a watercraft tows a fuel hose 530. Thefuel hose 530 has incorporated a rotor lift apparatus 560, whichcontains a double, counter-rotating blade rotor mechanism, including toprotor blade 562-1 and lower rotor blade 562-2. The rotor blades 562-1and 562-2 are connected to the fuel hose 530 by a pillar 563 that canswivel at swivel point 564. The blades 562-1 and 562-2 on the rotor canalso swivel around rotor blade swivel points 565-1 and 565-2. Theswiveling points 565-1, 565-2 allow the stowing of the rotor blades562-1, 562-2 along and parallel to the pillar 563. The swiveling point564 allows the stowing of the pillar 563 alongside and almost parallelto the fuel hose 530. The fuel hose 530 has at its distal end the drogue570. The rotor elevation mechanism depicted in FIG. 5 can be used in theWARS shown in reference to FIG. 4.

FIG. 6A depicts a lengthwise view of details of an example of the rotorelevation mechanism in the stowed position. The fuel hose 630 has anintegrated rotor elevation apparatus 660. The two blades of the rotorelevation mechanism 662-1, 662-2 have swiveled around swivel points665-1 and 665-2 to attain the stowed position shown in FIG. 6, where theblades have been collapsed and are almost parallel to the pillar 663.The pillar 663 has swiveled around point 664 to attain the stowedposition, almost in parallel to the fuel hose 630. The fuel hose 630 hasat its distal end the drogue 670. The rotor elevation mechanism depictedin FIG. 6 can be used in the WARS shown in reference to FIG. 4.

FIG. 6B depicts a cross section view of details of an example of therotor elevation mechanism in the stowed position inside a watercraftmast 601. The fuel hose 630 is depicted in cross section for claritypurposes. The two blades of the rotor elevation mechanism 662-1, 662-2have swiveled around swivel points. The swivel point of blade 662-1 isdepicted as 665-1, while the swivel point for blade 662-2 is not shownbecause it is covered by blade 662-1. The swivel point of the pillardescribed in FIG. 5 is also depicted 664. The rotor elevation mechanismdepicted in FIG. 6 can be used in the WARS shown in reference to FIG. 4.

FIG. 7 depicts an aerodynamic lift apparatus in operating position. Thefuel hose 730 has at its distal end the drogue 770. The proximal end ofthe fuel hose 730 is connected to a watercraft (not shown). The fuelhose 730 has attached an aerodynamic lift elevation apparatus 760. Theaerodynamic lift apparatus 760 consists of a canopy 762 that has someopenings 764-1, 764-2, and 764-3 to allow for the flow of air throughthe aerodynamic lift apparatus and the production of lift. The canopy762 has a hemispheric shape. In alternative embodiments, other shapescan be used that are known and convenient. The canopy 762 has aperipheral rim 763 with an inflatable cell. The canopy 762 is connectedto the fuel hose at attachment point 765. The canopy 762 is alsoconnected to the fuel hose 730 by multiple lines 766-1, 766-2, and 766-3that are attached to the fuel hose through the connectors 767-1, 767-2,and 767-3. The picture shows the lines of just one side of the apparatusand additional lines symmetric to the lines depicted would be in use onthe other side of the canopy 762.

The aerodynamic lift apparatus 762 is depicted in the operatingposition. When the aerodynamic lift apparatus 762 transitions to thestowed position, the peripheral rim 763 is deflated. Then, the lines areretracted through the corresponding connectors. The objective is toattain an elongated form of the canopy that would not be getting filledwith air and that would allow the retraction of the canopy through thelumen of the submarine mast. In order to achieve the elongated form, theline 766-1 needs to get retracted more than the line 766-2, because theline 766-1 is longer than the line 766-2. An additional reason for moreretraction of the line 766-1 compared with line 766-2 is that the pointwhere the line 766-1 attaches to the canopy needs to get closer to theconnector 767-1 compared with line 766-2 and connector 767-2. We callthis different retraction of the lines as non-homogenous retraction.This not-homogenous retraction allows the canopy to get a more elongatedshape in the stowed position; this shape would allow the insertion ofthe canopy into the lumen of the submarine mast (not shown).

FIG. 8 depicts an aerodynamic lift elevation mechanism in stowedposition. The fuel hose 830 has at its distal end the drogue 870. Theproximal end 833 of the fuel hose 830 is connected to a watercraft. Thecanopy 862 is connected to the fuel hose at the point 865. The canopy862 is connected to the fuel hose 830 by multiple lines 866-1,2,3 thatare attached to the fuel hose 830 through the connectors 867-1, 867-2,and 867-3. The lines have been retracted through the connectors. Thelines have been retracted not-homogenously (as it is described in FIG.8), in order the canopy 862 to get a more elongated shape in the stowedposition. This shape allows the insertion of the canopy into the lumenof the submarine mast (not shown).

FIG. 9 depicts the axial view cut across the longitudinal axis of thesubmarine mast with an asymmetrical cross section to orient a fuel hose.The mast 900 has a hollow lumen for a fuel hose 901. The cross sectionof the mast is depicted 903. The design of this lumen/hose combinationallows the maintenance of the proper orientation of a fuel hose towardsthe anterior end of the submarine. The lumen has a recess that receivesa fin 902 that runs the length of the fuel hose 901. The combination offin on the fuel hose and a recess prohibits rotation of the fuel hoseinside the lumen of the mast 900; therefore when the fuel hose isextended over the mast 900, the aerodynamic lift apparatus is on thesame direction as the fin and it can be deployed optimally. This mastdesign can be used in conjunction with the systems described in FIGS. 1,2, 3, 4, 5, 10A, and 10B. The fin can contain electrical power wires,hydraulic or pneumatic circuits, the lines that are connected to thecanopy, communication wires.

FIG. 10A depicts a side view of a water elevation mechanism for use witha WARS. The water elevation mechanism 1006 includes a water line 1003and water nozzle 1004-1. The water elevation mechanism 1006 is attachedto fuel hose 1001. The water line 1003 runs the length of the fuel hose1001 and it is connected to the watercraft along with the fuel hose 1001at point 1005. The water line 1003 has a hollow lumen for water to bepumped through the water line 1003 and expelled from the water nozzle1004-1. The watercraft can collect water from the water that thewatercraft is operating on, such as an ocean, sea, lake, or river. Thisprovides an upward force on the fuel hose 1001 at the water nozzle1004-1. This lifts up the fuel hose 1001 and the attached drogue 1002,allowing it to be used for refueling as described in reference to FIGS.1, 2, 3, 4, and 5.

Preferably, the water elevation mechanism 1006, and in particular thewater nozzle 1004-1 is located a necessary distance away from the drogue1002 that the spray from the water nozzle 1004-1 would not endanger anaircraft attempting to refuel at the drogue 1002.

FIG. 10B depicts an anterior view of water expulsion elevation mechanismfor use with a WARS. FIG. 10B depicts the same water elevation mechanismas in FIG. 10A, but shows that the system includes a second water nozzle1004-2 for expelling water from the water elevation mechanism 1006. Insome example embodiments, the nozzles 1004-1 and 1004-2 include amechanism for directing the expulsion of water, allowing the orientationof the fuel hose 1001 and drogue 1002 along with the aircraft that isbeing refueled. A sensor suite can be placed in the water expulsionelevation mechanism 1006, and can include sensors such asaccelerometers, gyroscopes, altimeters, or cameras to guide the fuelhose 1001 and drogue 1002. The water expelled can be controlled througha remote operating system through wired or wireless communications. Insome example embodiments, the water is controlled through an automatedsystem included in the water elevation mechanism 1006.

FIG. 11A depicts a side view of a water elevation mechanism with asensor suit and two directionally controlled nozzles. The waterelevation mechanism depicted in FIG. 11A is similar to that in FIG. 10A,except that it includes a first water elevation mechanism 1106-1 with afirst water nozzle 1104-1 and a second water elevation mechanism 1106-2with a second water nozzle 1105-1, with each water elevation mechanismlocated at different locations on the fuel hose. Including two waternozzles allows greater control of the fueling hose and drogue during therefueling process, as each can be independently controlled. The waterelevation mechanisms 1106-1 and 1106-2 include an integrated sensorsuite, and can include sensors such as accelerometers, gyroscopes,altimeters, or cameras to guide the fuel hose and drogue.

FIG. 11B depicts an anterior view of a water elevation mechanism with asensor suit and two directionally controlled nozzles. The waterelevation mechanism depicted in FIG. 11B is similar to that in FIG. 10B,except that it includes a first water elevation mechanism 1106-1 with afirst water nozzle 1104-1 and a second water nozzle 1104-2 and a secondwater elevation mechanism 1106-2 with a first water nozzle 1105-1 and asecond water nozzle 1105-2.

In reading the above description, persons skilled in the art willrealize that there are apparent variations that can be applied to themethods and systems described. In the foregoing specification, theinvention has been described with reference to specific exemplaryembodiments thereof. It will, however, be evident that variousmodifications and changes may be made to the specific exemplaryembodiments without departing from the broader spirit and scope of theinvention as set forth in the appended claims. Accordingly, thespecification and drawings are to be regarded as illustrative ratherthan restrictive. Furthermore, a person of ordinary skill in the artwould understand that aspects related to a specific embodiment can alsobe applied to other disclosed embodiments.

What is claimed is:
 1. A watercraft to aircraft refueling system,comprising: a first fuel tank configured to hold a first aircraft fuel;a second fuel tank configured to hold a second aircraft fuel; a fuelhose reel with a spool; a fuel hose configured to connect to either thefirst fuel tank or second fuel tank to allow fuel to flow from the fueltank through the fuel hose, wherein the connection is controlled by avalve; a drogue attached to the fuel hose; and an aerodynamic liftelevation mechanism operable to lift the fuel hose and drogue into theair by expelling water through a first nozzle and a second nozzle.
 2. Awatercraft to aircraft refueling system as in claim 1, wherein theaircraft refueling mechanism is configured to be operable from awatercraft while the watercraft is in motion.
 3. A watercraft toaircraft refueling system as in claim 1, wherein the watercraft toaircraft refueling system is configured to be operable from a watercraftwhile the watercraft is submerged.